ADVANCED CONSTRUCTION

TECHNIQUE FOR
VILLAGE ROADS

Submitted By:

Dr. Shrikant Madhav Harle

Department of Civil Engineering,
Prof Ram Meghe College of Engineering and Management, Badnera
1.0 INTRODUCTION:

Providing good road network is very essential for the development of any country. In
India, there are about more than 6 lakhs villages located in different terrain conditions, e.g.
plains, hilly and mountainous region, deserts, swamps, coastal region, backwater area, tribal
pockets, etc (Hariprasad M, et al, 2014). The climatic conditions also vary from place-to-
place to a great extent. Social, economic and educational development of these villages
greatly depends on accessibility. A large number of villages in the rural India are still not
connected with the all-weather roads. The employment opportunities and basic necessities,
like health, education cannot reach rural masses without a system of good network. It has
now been realized that for the development of rural areas, development of proper and
communication system must be a priority (Hariprasad M, et al, 2014 & Purvesh A. Raval, et
al, 2014).
Flexible pavement are preferred over cement concrete roads as they have a great
advantage that these can be strengthened and improved in stages with the growth of traffic
and also their surfaces can be milled and recycled for rehabilitation. The flexible pavements
are less expensive also with regard to initial investment and maintenance. Although Rigid
pavement is expensive but have less maintenance and having good design period (Saurabh
Jain, et al, 2013).

The quantities of wastes accumulating throughout the world are causing disposal
problems that are both financially and environmentally expensive. One effective method to
reduce some portion of the waste disposal problem is by recycling and utilizing these materials in
the construction of highways without compromise their quality and performance. India produces
a huge amount of waste materials as by-products from different sectors like industrial,
construction, agriculture, etc. These waste materials if not deposited safely it may be hazardous.
A large quantity of waste material is dumped on land filling site, which if investigated properly
can be utilized in the road construction sector (Purvesh A. Raval & Prof. Jayeshkumar Pitroda,
2014).
A thin concrete overlay bonded to asphalt pavement design approach has been
developed by extending an existing ultrathin whitetopping (UTW) design method. A
significant contribution to this proposed design method is the incorporation of fiber
reinforcement into the structural design and concrete material specification (Amanda
Bordelon & Jeffery Roesler, 2012).
Cellular concrete, sometimes referred to as foam concrete, is a lightweight
construction material consisting of Portland cement, water, foaming agent, and compressed
air. The foam is formulated to provide stability and inhibit draining (bleeding) of water.
Cellular concrete typically contains no sand or aggregate. Applications utilizing cellular
concrete include the thermal insulation and structural support of utilities, natural gas pipelines,
building foundations, above-ground storage tanks, roadways. Cellular concrete is also used
extensively for grouting and void filling because of its low cost and high flowability. In
addition, large volume lightweight fill projects often use cellular concrete to reduce loading
on underlying compressible soils and/or eliminate the potential for liquefaction during
earthquakes (B. Dolton & C. Hannah 2006).
Moreover, there are plenty of appropriate technologies for rural road construction and
maintenance using locally available materials as well as local agricultural implements.

1.1. Aims and Objectives:

The aim of the present work is to propose an economical and durable village roads as
well as urban roads with the help of new technologies such as Cell Filled Roads, Short
Panelled roads, etc.
The objectives of the proposed work are as follows:
 Evaluation of Functional and Structural parameters for the selected stretches of
Village Roads.
 Identifying the merits of new technology over the conventional technology.
 To quantify the structural and functional parameters to be used for the further study
on deterioration modeling in terms of Pavement Condition Index (PCI).
 To study the behavior of cell filled concrete of different categories for the same traffic
and to find out the economical construction of rural road for the economic and social
development of the rural population.
 Extraction of cores from the sound and cracked portion of the slabs to determine the
compressive strength and for the crack assessment.
 Selection of panels to be rehabilitated or replaced and to suggest the remedial
measures to prevent further deterioration of the cracked panels.
 To provide suitable techniques for rehabilitation of severely distressed panels.
  Use of non-traditional methods for the construction of short paneled roads and cell
filled concrete roads, etc.
 Use of Colloidal grout technology and the fly ash for the construction of pavements
by new technologies such as short paneled roads and cell filled concrete roads, etc.
 To determine the procedure of providing the camber and the thickness of grout /
concrete pavement for the construction of pavements by new technologies such as
short paneled roads and cell filled concrete roads, etc.
 Cost comparison between the construction of pavements by new technologies such as
short paneled roads and cell filled concrete roads, etc.
1.2 Scope and Limitations:
Nowadays the flexible pavements constructed in the village roads get deteriorated
within a few months due to different reasons such as quality of construction, construction
cost, etc. There is a need to construct economical as well as durable roads. Therefore the
basic need of joining the villages by good quality, economical and durable roads has to be
catered by constructing the roads with new technologies.
There are a few limitations about these new technologies such as there are not proper
Indian codes regarding the construction and design of the roads. The codes regarding the
rigid pavement need to include such provisions. Only the experimental data and experience of
researchers have to take into considerations.

2.0 LITERATURE REVIEW

A. K. Mishra, et al (2012) observed that the longitudinal cracks developed in the

[1]

outer lane of the road. The appearance of longitudinal cracks, their location in the slab and
width (below 2 mm in 94% of slabs), with no further widening, points towards the
construction related causes of premature longitudinal cracking. As has been investigated, the
cracks have not induced below the joint cut inspite of 1/3-1/4 initial cut due to delayed joint
cutting.
B. M. Du Plessis & A. T. Visser (2001) presented the field experiment, which were
[4]

conducted to determine the condition of the pavement before and after the construction of
Hyson-Cells. After the construction of the overlays, the sections were instrumented with
Multi-Depth Deflectometers (MDD) to evaluate the response of the different layers under
wheel and container loads. A back analysis was conducted using the measured data. It was
found that the materials in the pavement were not stress dependent, and the same design
stiffness values could be used for all loads. By using the stiffness values, the remaining life of
the deteriorated pavement was compared with the rehabilitated pavements.
Dhakal Bhim P, et al (2009) presented the study of a two-dimensional finite element
[6]

code (ANSYS), to model a Plastic Cell Filled Concrete Block Pavements of 75 mm and 100
mm thick subjected to Accelerated Pavement Tests that were placed over the bed of an
Accelerated Pavement Test Facility (APTF). The model analysis using axial symmetric 2-D
finite element model was found to be satisfactory and reliable. The same 2-D finite element
was used to evaluate the material parameters of granular layer for characterization of its
equivalent elastic modulus.
[10]
M. V. Arun Chand & B. B. Pandey (2013) presented an analytical solution for
stresses in short panelled concrete pavements so that thin concrete slabs can be used for
village roads, highways, bus and truck parking areas and toll plaza. Finite Element method is
used for the computation of maximum flexural stresses for slab of different sizes. Flexural
stresses caused by wheel loads of any magnitude can be accurately computed. It was found
that the stresses are drastically reduced by reducing the slab size. For a particular panel size,
higher the thickness of the pavement, lower is the stresses. Field trials indicated that short
paneled concrete pavement can be laid with plastic strip separators without the need of saw
cutting to avoid random cracking due to delay in sawing.
[13]
Rajib Chattaraj & B. B. Pande (2014) described construction of short panelled
concrete pavements over stone set pavements in a built up area in Burdwan district, West
Bengal. Stress analysis by Finite Element shows that such a pavement may have a long life
due to much lower stresses. The cost of the pavement is a little higher than the bituminous
pavements but far lower than the conventional concrete pavements whereas the durability is
expected to be much higher than bituminous pavement, and can be same as that of
conventional concrete pavement. Stresses are reduced drastically in concrete pavements with
panels of size 1.0 m × 1.0 m. This technology can emerge as a good long term solution to the
perpetual maintenance problem of the roads with poor drainage.
[14]
Rajiv Kumar & Teiborlang L. Rynththiang (2012) described the construction
process of wearing course of pavement through Microsurfacing which reduces the both direct
and indirect cost and experience of Microsurfacing at IIT-Guwahati approaching road.
Microsurfacing is a pavement preservation and maintenance tool with very few technical or
operational limitations. Microsurfacing can be an implement for rural road maintenance.
Microsurfacing‟s environmental footprint compared with Hot-mix Overlay and Polymer-
modified Hot-mix Overlay is less. To minimize energy use and greenhouse gas over the life
of a pavement, all preservation treatment can be done by Microsurfacing.
Satoru Ishiguro and Masayoshi Yamanaka (2008) developed heat reflective
[15]

pavements which were constructed from open-graded asphalt concrete in which voids in the
upper part of the pavement are filled with a cement mortar containing recycled materials such
as pottery debris, glass cullet, roof tile debris, or oyster shell lime. The temperature reduction
of the pavement surfaces at an open site was evaluated experimentally by taking
measurements in summer.
Vitaliy V. Saykin, et al (2013) confirmed the possibility of monitoring pavement
[18]

macrotexture from acoustic measurements underneath the body of a moving vehicle.

Currently, macrotexture is quantified by a mean texture depth (MTD) index. It was shown
that higher vehicle speed has higher correlation values. Accurate estimates of MTD were
obtained for road surfaces having MTD values in the range of 0.5–2.5 mm, with vehicle
speeds in the range of 32–80 km/h. In the work, MTD is estimated from the sound generated
by the tire-pavement interaction in a moving vehicle.
Yendrembam Arunkumar Singh, et al (2012) described a systematic full scale
[20]

experimental study to evaluate various distresses of plastic cell filled concrete block
pavement (PCCBP) of different thicknesses (50 mm, 80 mm, 100 mm, 120 mm and 150 mm)
based on pavement condition index (PCI) methodology. The distress evaluation of PCCBP
test sections (after 62,000 Equivalent Single Axle Load (ESAL) passes) distress manual
showed that the test sections can be rated as 'Fair' (50 mm thick) to 'Very Good' (150 mm
thick). A relatively high elastic modulus (1,800 MPa) was observed for the thin PCCBP layer
(50 mm thick),even after a wheel load repetition of 62,000 passes, suggesting that PCCBP
with waste stone dust as replacement for the traditional river sand can be a promising
alternative for rural roads.

4.0 METHDOLOGY

The following methodologies have been considered for the present investigation:

4.1 Highway Development and Management Tool (HDM-4):

Highway Development and Management Tool (HDM-4) shall be used for
comparative cost estimates and economic evaluations of Cell Filled Concrete roads, Short
paneled roads, etc. HDM-4 includes relationships for modeling Road Deterioration (RD) and
Road Works Effects (WE). These shall be used for the purpose of predicting annual road
condition and for evaluating road works strategies.
The procedure for project analysis is summarized below.
 Create the road project to be analyzed by giving it a title and specifying the
road to be analyzed.
 Define the project by specifying the following:
 General information about the project-Road Network data,
Pavement Condition data, Vehicle fleet data and
 Traffic Volume data.
 Method of analysis.
 Road sections to be analyzed.
 Specify maintenance and improvement standards to be analyzed for each
selected road section. Set-up and run the analysis.
 Generate the reports and print the required outputs.

4.2 Finite Element Analysis using ANSYS:

The model of the Cell Filled concrete roads, short paneled roads, etc will be
developed using ANSYS, finite element software. In the present study the finite element
pavement model will be used to carryout sensitivity analysis for evaluation of influence of
layer moduli on the structural behavior of Cell Filled concrete roads, short paneled roads, etc.
Structural behavior shall be evaluated in terms of surface deflection and vertical
subgrade strain. The three layers of the pavement will be discretized using 8-noded solid
elements (SOLID45). The element will be defined by 8 nodes having three degrees of
freedom at each node, translations in nodal x, y, and z directions at each node. The surface-
to-surface contact elements will be used to simulate the interlocking or friction between the
cells. Surface-to surface contact element can be used to model either rigid -flexible or
flexible- flexible contact between surfaces.

4.3 Cell Filled Concrete Pavement:

In the present work the experimental investigations shall be carried out on Cell filled
concrete roads. Materials to be used for the construction Plastic Cell filled Concrete Block
Pavement is as follows:
 Low Density Polyethylene (LDPE) Plastic Cell:
 The plastic cell formwork used in the present study is made of Low Density
Polyethylene (LDPE) sheet of thickness 0.49 mm.
 Cement: Fly ash based portland pozzolana cement (PPC) conforming to IS 1489 (1991),
will be used for casting concrete blocks.
 Fine Aggregate: The physical properties of the coarse aggregates for concrete shall be
confirm as per IS 2386
 Coarse Aggregate: The physical properties of the coarse aggregates for concrete shall be
confirm as per IS 2386
After the construction of road is finished the different structural parameter of pavement
shall be measured by conducting different tests to know the know-how of the pavement.
4.4 Short Panelled Roads:
In the present work the experimental investigations shall be carried out on short paneled
pavements. The methodology of Construction of concrete pavement for short panelled road is
as follows:
 The mix proportion shall be designed of concrete.
 Quality control shall be measured for concreting work.
 The laying of concrete shall be done manually.
 Creating a discontinuity on the top one third depth of the concrete pavement.
 Immediately after making groove with saw cutting, curing shall be started.
After the construction of road is finished the different structural parameter of pavement
shall be measured by conducting different rests to know the know-how of the pavement.
4.5 Colloidally mixed grouts:

The colloidally mixed grouts shall be used in the present work for Cell filled concrete
roads, short paneled roads, etc. With the help of this technology the experimental
investigation as well as different tests shall be carried out for the assessment of the road.
The key element of the colloidal mixer is the colloidal mill. The mill is comprised of a
high speed rotor (or discar) operating at 2000 rpm coupled with a close fitting chamber
housing. The discar is free to float horizontally on its mounting shaft with the internal fluid
pressures centralizing it in the housing. The clearance between the discar and the walls of the
housing is approximately 3 mm. It is here that a violent turbulence and high shearing action is
created which is capable of breaking down clusters of dry cement particles (agglomerates).
This ensures that a maximum inter-dispersion of fluids and solids occurs.

5. IMPLICATION:
 The new technologies such as cell filled concrete road, short panelled road, etc will
lead to economical and durable village roads. Aesthetically the roads shall have proper look.
The connections between the villages shall be possible with good transportation network
which shall ultimately benefit to the society and poor India who lives in villages. Once these
technologies proved to be successful this shall be implemented to the urban roads, too.

REFERENCES

1. A.K. Mishra, Renu Mathur, Rakesh Kumar, J.B. Sengupta and Dinesh Ganvir, (2013),
Distresses In Cement Concrete Pavements –A Case Study, Journal of the Indian
Roads Congress, Vol-74, No.3, pp 251-268.
2. Amanda Bordelon and Jeffery Roesler (2012), Design with Fiber Reinforcement for
Thin Concrete Overlays Bonded to Asphalt, Journal of transportation engineering,
pp 430-435.
3. B. Dolton and C. Hannah (2006), Cellular Concrete: Engineering and Technological
Advancement for Construction in Cold Climates, The 2006 Annual General
Conference of the Canadian Society for Civil Engineering.
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pavements with hyson-cells overlay, 20th South African Transport Conference,
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Finite element modelling of plastic cell filled concrete block pavement, 9th.
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Gregory McDaniel (2013), Pavement Macrotexture Monitoring through Sound
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21. A.E. Reschke, The Development of Colloidal Mixer Based CRF Systems,
MINEFILL ‘98, Brisbane, Australia, pp 1-11.

*******************************

Name and Signature of Candidate

Shrikant Madhav Harle